Charge-treating device for internal-combustion engines.



.N. HJSCHICKEL. v CHARGE TBEAUNG QEvlcE FoR INTER/NALcoMBusTxoNE'NGINEs.

APPLICATION FILED DEC. 7, 1912.

Patented Nov. T, 1916.

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CHARGE-mns'rme DEVICE Fon mfrnnnsnoomausrron intenses.y

y ,specification of Letters Patent.

Patented Nov. 7,1916.

Application le December 7, 1912. Serial No.'735,46'4.

To ZZ cham t mag/concern:

Beit known thatr I, kNORBERT H. SCHICKEL, a' ,citizen of the UnitedStates, and resident Stamford, in the county ofFair-feld and State ofConnecticut ,`have invented certain new and useful Improvements inCharge.- Treating. Devices for. Internal-Combustion Engines, of whichthe vfollowing is a specification.

` This invention relatesjto certain improvements 1n devices forrendering more umiform, mixtures of 'gases 11d `partly vaporized liquids.and is 'j particularly useful in connection with internal' combH 'tinengines for rendering more homogeneou'tlle charge before it enters thecylinder,

in the'connnonfrrn ofcarhureter. the mixture is formed bythe delivery ofliquid fuel to a current bof.,'air-Jesjthef'latter is drawn through thecarbureterg but'the rate of How .of this-'air current is =varah1e andeven suhstaxuu.ally` ceases betweenjsuccessive "a portion'` of theliquid fuel'in .passing through the carhureter lhut carnes along a-fldojfnct have time charge admission of a single.V cylinder engine Theairp`a1ticulariyifitbe inthe form of a series or pus, not onlyjvaporizes'portionof the liquidy in the form of spray or minutedropserf hulesl Ifthe charge be taken directly "into iiiidez'these drops when the -eizploslacethey burn comparatively'sl riailyyte the power y XplosienFurthermore .they donotfreceire sufficient oxygenfrtor completecombustionand, therefore 'they often merely carleonise fand deposit onthe .-jadjacentfsuriaces as 'carbon or soot.`

Bygneens of my invention seek to insure Si@ theinomplete veporization ofthese' minute diepe and at the'same'. time-render the charge vmorehomogeneous `without bathing or retarding the dow of themixture andLrvithout expanding the mixture vlily up preciahle heating.v in carryingout my mf vention I taire advantage of the fact that Y these dropspossess anappreeiahle mass and when in motion have suicient momentum to'tendVA to v'eoi'itinue traveling in the same straight line even .thoughthecourse of the gas be slightly changed.

which the supply'. pipe between. the carhureten and the engine Vincludesyen elbow A )referred t e of constructionis one in" which causes thegasto slightly changezits direction with means for heating thatwall ofthe elbow against which the minute drops` or globules of liquid fuel areprojected so that they will be heated and vaporizedbut the main body ofthe gas .which travels through the supply pipe will not be heated to anyappreciable extent. Practically they heating is applied only to theliquid ,par-

ticles as distinguished from the hodyc the gas and the heating is at thepoint atvvhichf:

natural condensation would occur if no` vheating were employed; Anyparticular s particle of liquid in being thrown out from the body of theand strikingy the surv' ycarbureter'to the engine .inlet and'is espe- 1cially useful on motor cycles Where. it is ,customary to reduce thelength of pipe" be- A tween the carburetor and the engine to theminimum. lTo secure the proper heating of the evapora-ting surface Ipreferably employ the exhaust gas from the engine anilmay produce anextremely simple and com#V pact arrangement by forming contiguouspassages for the charge and theexhaust. in the same casting'with theengine cylinder.y Suchconstruction is particularly applicable toftwpcycle engines having crank caseicoinu pression. 1 .l

Various changes may he made. in the cenl struction and arrangement ofparts .Within the scope of the appended claims and wlthout' departingfrom the spiritof my inven- Y 100 tionnnd therefore I desire thespecific conr struction which is shown inv the accompanying drawings tobe considered m. an illustrative rather than in a' limiting sense. v Inthese drawings similar reference-1 chere actersmdlcatezcerrespondingparte 1n the gitudinal section through the, upper portion"-l of anengineconstructed in accordance 105': several views-and Figure 1 isla central1onugh the relief valve in e l plane at right anglesto the plane of Fig.1.

have illustrated my invention as applied to an engine especiallydesigned for use onV a motor cycle. The engine has a cylinderlxnounte'don a base or cranl'case 11- and within the cylinder is apiston-12 having'a connectin rod 13. The engine is of the two strokeyc etype and has an annular chamberencircling the c linder and deliveringthrou a lurality o ports 15 to the 4crank casew en t e piston is at theu per end of its stroke. This annular chamber is cast integral with thecylinder and has a supply passage 16 also Vcast integral with thecylinderandleadinge downwardly from a carbureter 17. Directly above theseries of inlet portsl 15 to the crank case are two sets of ports 18 and19 the former acting as exhaust ports from the cyl-- n inder and thelatter as inlet ports. The in-` let ports communicate with zpassage20also cast integralwith the cyl? eandcommu nicatingr atits lower end witha passage 21 f from the crank case. Theexhaust ports 18 communicate witha passage 22 leading outwardly and downwardly and encircling a portionof the supply passage 16. The lower end of the passage 20may beconnected to an exhaust pipe 23 leading to amuiiier or to any' otherpoint of disposal of the exhaust gases. The piston is shown as beingsubstantially hollow with an upwardly Wextending flange or baille 24 onthe face thereof adjacent to the inlet ports so that the incoming'charge is deflected upwardly toward the cylinder head "bendl The [wallportion 25 which forms the to force the exhaust` exhaust 18..

As previously stated the passages 16 and cross eachother the formerextending gases out through the downwardly to the ports 15 while thelatter extends-'downwardly from the upper ports 18. The upper end of thepassage 16-is substantally horizontal as is also the lower portionwhereas the .intermediate portion, that is the4 portion which extendsthrough the passage 22 isinclined so that this inclined portion ,andtheA upper horizontal portion forni .what might be'considered an elbowor gartition between the two passages 16 and 2is on .the far'side of thebend and is`soinewhat below-the point'where the inclinedportion joinsthe upperhoriiontalportion. In other-words the lnclinedtgortion of thepas has a wall 26 above e exhaust p exhaust gases -ccixtsct directlywiththe wall ortion 25 but not with the wall portion 26. gVhen the istonreaches ite extreme upper position t e lower edge uncovers 'the ports 15and the partial vacnam in the crank case draws air into the carhureterand-draws the resulting charge ci esplosive 4mixtune ess-r AVAILABLEcon.

-the

walls does not rebound but tends to. condense*` into the crank case.'This mixtureusually includes -some liquidrfuel inthe 'f form of minutedrops orvglobules bodily carried by the gas. Asthe mixture yleavesthe'carbureter it is traveling horizontally and tends to continuetraveling` ,inthe same :straight line andimpin e against, the wallportionsy 26 and 25. T e body of thefgas has its direction more easilychanged than the liquidand although it contacts withthe wall`por- L .f rtions it is only the outer layer.or strata of f x gaswhich is heated bythe wall 25. 'The liquid coming into directcontact with thesef and iowdownwardly across the heated 'Wall eq 25 and is there evaporated andrejoins the mixture in theform cfa vapor 'rather than"` as liquidTparticles. -The gas itself. 'strikes the 'wall portion 26beforereaching'the yall portion 25 andtendsto rebound orbe'devat l iiiected against the lowerxnost portion of the annular chamber 14 andthusv there is veryf little pressure orimpact of the gas against.'

that Portion ofthewall which is heated tol-' l .l y i' i thexhighestdegree, namely'thepotion 9o f As previously stated the particular engineillustrated is designed ,formotrfcycle workz and is'ofthe two strokecycle `type but it is evident that theinvention may beadvanta-l ,tgeously employed `in connection kwith, four stroke cycle engines or maybeeinplo ed as a separate device adapted to be attac efo engine as apart of the inl'et ccnduit.--The particularengine illustrated has rathreaded" t y socket 27 inthehead by means ofl which the '100 enginemaybe secured to the transverse por- .tion of the motor cycle framey endhas are lief valvef28 normallyA lieldlclosed` byjza" v spring and,movable to openj` 'tion hyf'a wire 29 inclosed in a iiexible ytu 30 andex- 105 tending to the handlefbar or other suitable portionsvotheI'nachine.` This valve erating mechanism forms'n'o portion ofiny presentinventionjglt may be-constructed f and may operate* as follows: Theyalve28 110W has tubilarlyalve ste`m`3l2 which, adacent to t e va ve,"asopposite yy ispoeedongiwV tudinaliy extending slots 33. receiving across ber 34 enga withy thennereurfaeelof a perforated41 artition 18,51extenda and rigidiwi the vallvecasing.L

`is secured to said cross has'.y A spring Il'lx` circles' the lvalvestemand 1188 .O* gaging with the outer enfui tltion andthe other 'dcollar, rigid wenn@ e am 1eme@ 30 and with the #als tends to holdftheyval sli B the flexible tubefal engine 'they sprin valveis'opened.i` eraneferport 20lead.- ing from the-.crank caseLtovthe'annulnr port 19 is.preteasthlj," formedjetra'ight and Vatan angle to tirs-cylinder ao`esito clear4 the pw eser AvAlLAsLE corv sage le. A removable cap 3l maybe employed to permit access tothe passage which leads to the crank caseas shown in my con panion application, Serial 'No. 805,485 iiledDecember 9th, 1913.

Having thus described my invention what I claim as new and desire tosecure by Lctters Patent is: j

l. -An internal combustion en crank case compression type havingacylinder provided with two annular rows of ports the lower rowcommunicating with the -crank case when the piston. is at the beginningof the power stroke, and the up' per row communicating with the workingchamber when thecylinder is at the end of the power stroke, an annularchamber 61.1"f

circling said cylinder at said lower annular row of ports andcommunicating therewith two @parate chambers directly above sai annularchamber and one communicating l with a portion of-said upper row ofpOi'tS and. the' other communicating with the remaining portion o'l'lsaid upper rowof ports, a. passage connecting one of saidsecondmentioned chambers' with the crank case, an exhaust conduitextending downwardly from the other of said second-mentioned chain-bers,anda supply conduit leading downwardly to said annular chamber, saidconduits being cast integral and one of said conduits extendingtransversely through the other conduit.

2. A two-cycle engine of the crank case compression type .having anexhaust Dort from the cylinder, an inlet port to the cfank case closelyadjacent thereto, chambers .cast integral'with said cylinder andcommunicating with said ports, a supply conduit leading downwardlyltotheinlet port chamber, and an exhaust conduit leading downwardly from saidexhaust port chamber, said .con-v duits beingcast integral with saidchambers and saidcylinder, and one of said conduits passingtransverselythrough the other.

3. A two-cycle engine of the crank case compression type having anexhaust port from the cylinder, an inlet port to lthe crank case closelyadjacent thereto, chambers cast integral with said cylinder andcommunicatingwith said ports, a supply conduit leading downwardly to theinlet port chamber, and an exhaust conduit leading downi wardlyl fromsaid exhaustjport chamber said conduits being cast integral with saichambers and said cylinder, and the inlet conduit'passing transverselythrough the exhaust conduit.

4. A two-cycle engine of the crank case compression type having anexhaust port from' the cylinder, an inlet port to the crank case closelyadjacent thereto, .chambers cast integral with said cylinder andcommunicating with said ports, an inlet conduit leading downwardly totheinlet port chamber, and

il an exhaust conduit .leading downwardly from said exhaust portchamber, said conduits being cast integralv with said chambers and saidcylinder, theinlet conduit having` a horizontally disposed section and adownwardly inclined section, a portion of the latter being disposedabove said exhaust conduit and a portion extending transversely throughsaid exhaust conduit.

5. An internal combustion engine having an exhaust port, aninlet port,closely adjacent thereto, chambers east integral with said cylinder andcommunicatin with said ports, a supply conduit leading ownwardly chamberencircling said cylinder at saidv lower annular row .of ports and.communieating therewith two `separate chambers directly above saidvannular chamber and one communicating with aportion of said upper rowof ports and the other communicating withy the remaining portion of saidup-4 per row of ports, a passage: conn t' one of said secondmentioned eembers wit the` compression chamber, an exhaust conduit` with theextending downwardly from the other -ofv /said second-mentionedchambers, and a sup- 'ply conduit leading downwardl to said annularchamber, and one of sai conduits extending transversely through theother conduit'.- .A

7. A two-cycle enginef the crank case compression type havin an exhaustport from the cylinder, an inle port to the crank case closely ad'acentthereto, chambers comi inunicating with said orts, an inlet conduitleading downward y tothe inlet gigi chamber, and an exhaust. onduit leag downwardly from said exhaust port cham Y ber, the inlet conduit havinga horizontally disposed section. and a downwardly inclined section, aportion of the latter being disposed above said exhaust conduit and aportion extending transversely through said exhaust conduit.

8. An internal combustion engine having an exhaust port, an inlet portadjacent thereto, chambers communicatin with said ports, an inletconduit leading lownwardly to the inlet port chamber, and an exhaustconduit leading downwardl from said ex.

haust port chamber, the in et conduit having a horizontally disposedsection and a New York and Statof New York this 171th downwardlyinclined section,` 'at portion of day of November A. D. 1912.

the latter extendino transversely through said exhaust-conduits, wherebythevsupply is NORBERT H SCHICKEL subjected to the heating influence ofthe Witnesses:

exhaust. lumen Lxvrme, n Signed at New York city in the .wuntyof W.FAmBANI.

